BEGI ECU Reflash
11-09-2010, 12:50 PM
#1
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BEGI ECU Reflash
After a year of development, BEGI and Chip Torque are taking the reprogramming of the Miata ECU to new levels. Many doubted when we said it could be done. They said the ECU would not support it. As we love nothing more than a challenge, our new ECU reflash/reprogram can not only change the rev limiter, we can make the stock ECU support 440 cc or larger injectors, and change the cam timing to improve response, among other things. When used with the XEDE, Standalone ECU performance can be achieved on the stock ECU! And in most cases, it is or can be made emissions legal.*
The 99-05 Miata stock ECU’s can be re-programmed. The ECU chip is internally re-flashable, but Mazda did not leave hardware/software in place to support re-programming of it. For reliability and ease of the programming, we will be replacing the stock chip with a BEGI programmed chip. We will de-solder the stock chip and read it. BEGI will solder on a socket, and install the BEGI programmed chip. The ECU is reassembled and shipped back the customer, along with the stock chip. To ensure the highest quality of work with this delicate soldering and retain security on the programming, all of the chip programming must be in house. Yes, it is inconvenient in the short term, but easier to use in the long term. We can also return the ECU to stock configuration if needed. Of course, the factory immobilizer functions are retained where fitted.
We have had several test cars. The first was a 2005 Lava Orange MazdaSpeed Miata. This MSM is completely stock except a boost gauge and BEGI Throttle Inlet Tube. This car is the perfect test car as it experiences the infamous “MSM Bog” on a nearly daily basis. With the new program, the car now has a rev limiter of 7000 rpm soft cut, and 7020 full injector cut out. We have also leaned out the fuel curve a little, advanced ignition timing, and fixed the open loop/closed loop TPS transition to eliminate the “BOG”. The car saw a 15 whp gain from the re-flash. The only variable we cannot account for is the boost the car was running on the first dyno run. This car was run on the dyno back in Oct. of 2006. No boost gauge was installed; however we surmise that the car was running the stock boost level or close to it – at the time. The car currently only makes 7 psi, possibly due to the stock bypass valve. If the car was truly running closer to 8 psi at the time of the first dyno run, the car is also significantly more efficient than before. It makes much more power at a lower boost level. Again, this car is completely stock. After 750 miles, the owner is still smiling. Dyno sheets and video of the car driving at 7000rpm are posted as well.
The second test car was a 2004 Velocity Red MazdaSpeed Miata. However, this engine was not running during testing. Thru control of various sensors, we can simulate the car running and control the injectors. (For those not technical, the Rev Limit is when the ECU turns off the fuel injectors) On this car, we were able to test injector control to 8000 rpm. Allowing the rev limiter to be increased that much further. Video of the injector control to 8000 rpm is posted on You Tube.
The third test car was Stephanie’s 2002 Miata with the S3 turbo system and 3” Dual Exhaust. This car has a stock motor, runs 11 psi, uses RC 550 cc injectors, and features IC #3. The car also had a socket installed in the ECU and re-flashed chip. The stock ECU supports the 550 cc injectors rather well, with minimal injector scaling in the XEDE maps. The car dyno’d at 238 whp at 11 psi. Stephanie’s car previously dyno’d at 241 whp at 12 psi. XEDE Maps are posted. The new ECU programming included changes to the CAM timing (VVT Timing), scaling for the larger injectors, and better start up fueling. The rev limiter can be increased on this ECU as well; however Stephanie elected to only increase it to 7200 rpm since the motor is still stock. Video of the 7200 rev limiter is posted on You Tube also. After 600 miles, the car is still awesome to drive.
Adding an XEDE to an ECU reflash has many advantages, especially if the programming needs to be adjustable. It retains OBD II compatibility. Stock drivability is achieved. Larger than 550 cc injectors can be supported. And the ease of tuning an interceptor style tuning device is maintained. The reflash and XEDE would give you all power advantages of a standalone ECU, while still being street legal.
The BEGI ECU reprogram is a must for all MSM’s. If there are aftermarket parts already installed on the car, we will need dyno sheets on the car to determine open loop fueling needed on the car. Some fees may apply for a custom tune.
The base reflash on the 1999-2005 Miatas is great for low boost systems, OBD II compatibility, and to be emissions legal. We do still have some testing to do on these applications though.
We need to read as many stock ECU’s as possible, however we do need to wait on some additional equipment to arrive from Australia to do so. There are more than 50 different ECUs on the NB miata that need to be read so base programming can be translated from existing maps. Until a map is set for that ECU and Injector size, there will be a few day delays in turn around. If the ECU is one that has been read already, the turnaround time is much quicker.
http://www.bellengineering.net/articles.php?tPath=2_59
Stephanie
The 99-05 Miata stock ECU’s can be re-programmed. The ECU chip is internally re-flashable, but Mazda did not leave hardware/software in place to support re-programming of it. For reliability and ease of the programming, we will be replacing the stock chip with a BEGI programmed chip. We will de-solder the stock chip and read it. BEGI will solder on a socket, and install the BEGI programmed chip. The ECU is reassembled and shipped back the customer, along with the stock chip. To ensure the highest quality of work with this delicate soldering and retain security on the programming, all of the chip programming must be in house. Yes, it is inconvenient in the short term, but easier to use in the long term. We can also return the ECU to stock configuration if needed. Of course, the factory immobilizer functions are retained where fitted.
We have had several test cars. The first was a 2005 Lava Orange MazdaSpeed Miata. This MSM is completely stock except a boost gauge and BEGI Throttle Inlet Tube. This car is the perfect test car as it experiences the infamous “MSM Bog” on a nearly daily basis. With the new program, the car now has a rev limiter of 7000 rpm soft cut, and 7020 full injector cut out. We have also leaned out the fuel curve a little, advanced ignition timing, and fixed the open loop/closed loop TPS transition to eliminate the “BOG”. The car saw a 15 whp gain from the re-flash. The only variable we cannot account for is the boost the car was running on the first dyno run. This car was run on the dyno back in Oct. of 2006. No boost gauge was installed; however we surmise that the car was running the stock boost level or close to it – at the time. The car currently only makes 7 psi, possibly due to the stock bypass valve. If the car was truly running closer to 8 psi at the time of the first dyno run, the car is also significantly more efficient than before. It makes much more power at a lower boost level. Again, this car is completely stock. After 750 miles, the owner is still smiling. Dyno sheets and video of the car driving at 7000rpm are posted as well.
The second test car was a 2004 Velocity Red MazdaSpeed Miata. However, this engine was not running during testing. Thru control of various sensors, we can simulate the car running and control the injectors. (For those not technical, the Rev Limit is when the ECU turns off the fuel injectors) On this car, we were able to test injector control to 8000 rpm. Allowing the rev limiter to be increased that much further. Video of the injector control to 8000 rpm is posted on You Tube.
The third test car was Stephanie’s 2002 Miata with the S3 turbo system and 3” Dual Exhaust. This car has a stock motor, runs 11 psi, uses RC 550 cc injectors, and features IC #3. The car also had a socket installed in the ECU and re-flashed chip. The stock ECU supports the 550 cc injectors rather well, with minimal injector scaling in the XEDE maps. The car dyno’d at 238 whp at 11 psi. Stephanie’s car previously dyno’d at 241 whp at 12 psi. XEDE Maps are posted. The new ECU programming included changes to the CAM timing (VVT Timing), scaling for the larger injectors, and better start up fueling. The rev limiter can be increased on this ECU as well; however Stephanie elected to only increase it to 7200 rpm since the motor is still stock. Video of the 7200 rev limiter is posted on You Tube also. After 600 miles, the car is still awesome to drive.
Adding an XEDE to an ECU reflash has many advantages, especially if the programming needs to be adjustable. It retains OBD II compatibility. Stock drivability is achieved. Larger than 550 cc injectors can be supported. And the ease of tuning an interceptor style tuning device is maintained. The reflash and XEDE would give you all power advantages of a standalone ECU, while still being street legal.
The BEGI ECU reprogram is a must for all MSM’s. If there are aftermarket parts already installed on the car, we will need dyno sheets on the car to determine open loop fueling needed on the car. Some fees may apply for a custom tune.
The base reflash on the 1999-2005 Miatas is great for low boost systems, OBD II compatibility, and to be emissions legal. We do still have some testing to do on these applications though.
We need to read as many stock ECU’s as possible, however we do need to wait on some additional equipment to arrive from Australia to do so. There are more than 50 different ECUs on the NB miata that need to be read so base programming can be translated from existing maps. Until a map is set for that ECU and Injector size, there will be a few day delays in turn around. If the ECU is one that has been read already, the turnaround time is much quicker.
http://www.bellengineering.net/articles.php?tPath=2_59
Stephanie
Last edited by Braineack; 11-16-2010 at 12:10 PM.
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11-15-2010, 08:16 PM
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If we were to buy one of your complete turbo kits, would this re-flash make having a piggyback obsolete? Or would you still need to have the XEDE? I plan on making about 240whp and staying there so if i could retain the stock ECU and not have any piggy backs fight it and pass emissions that would be great!
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11-16-2010, 10:16 AM
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Something stinks here...I am very skeptical as to how a stock ECU with a MAF and a narrowband can achieve something like this when everybodys turbo setup is different. I.E. If I change my exhaust for example, I'd need to send my ECU for a reprogram again? Owning something like a megasquirt sounds way more independent to me.
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11-16-2010, 10:32 AM
#7
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Something stinks here...I am very skeptical as to how a stock ECU with a MAF and a narrowband can achieve something like this when everybodys turbo setup is different. I.E. If I change my exhaust for example, I'd need to send my ECU for a reprogram again? Owning something like a megasquirt sounds way more independent to me.
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11-16-2010, 10:48 AM
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Something stinks here...I am very skeptical as to how a stock ECU with a MAF and a narrowband can achieve something like this when everybodys turbo setup is different. I.E. If I change my exhaust for example, I'd need to send my ECU for a reprogram again? Owning something like a megasquirt sounds way more independent to me.
You guys with your auto-tuning megasquirts dont relaize that almost ALL other EMS dont have built in provisions for WBO2 or ability to set target AFRs, and if they do its usually not used because it sucks.
Obviously this will not be as good as chipping a Honda ECU, as the mazda hardware is probably not nearly as good. If they can tune the fuel and ignition maps this should make EMS unnecessary for many setups.
Im not sure what kind of resolution maps these ECUs have, but it cant be any worse than MS, and we have all seen how much you can do on what is generally considered very low resolution.
What needs to happen is the development of some software (like CROME, neptune, ectune, etc) and chip emulators that would allow us guys to tune on the fly with map tracing, etc then go home and burn a tune to a chip and then just stick them in the ZIF socket.
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11-16-2010, 12:01 PM
#14
Originally Posted by 18psi
It truly amazes me how primitive and far behind the miata aftermarket is.
Originally Posted by Full_Tilt_Boogie
Yep, DSM and Honda ECUs have been cracked for how long now? 15 years? 20 years?
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11-16-2010, 12:10 PM
#15
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I can tune my GF's wrx with a fairly cheap cable and free software. Endless base maps are posted online along with tons of forum support. Easy to use and more or less limitless for most applications.
Makes me wonder why I own a MINI and miata, not a subaru.
Makes me wonder why I own a MINI and miata, not a subaru.
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11-16-2010, 06:41 PM
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Back in the day I used to own a 1988 trans am gta. I kept it fuel injected, but I bought a Ziff socket and black chips and a prom burner. It worked pretty well, but that was also a car from 1988. I just can't believe that my '99 Miata doesn't have this technology until this thread. I do, however, remember reading about a vortec (I think) supercharger kit for the miata where you send out the stock ecu for a similar upgrade as this thread is about.
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